Relay.



P, UTNE.

RELAY. APPLIOATIOH FILED 001219, 1910.

Patezatefl May 2, i911.

2 SHEETS-SHEET 1.

INVENTOR WITNESSES WATTORNEY UNITED STATES PATENT OFFICE.

PER IITNE, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH &

SIGNAL COMPANY, OE SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

RELAY.

Specification of Letters Patent.

Patented May 2, 1911.

Application filed October 19, 1910. Serial No. 587,816.

To all whom it may concern:

Be it known that LPER UTNE, a subject of the King of Norway, and a resident of the:

, sitely arranged magnets constituting the stationary or field member of the relay.

My invention has particular reference to relays operated by alternating currents which may advantageously be used in signaling systems for railroads, both electric and steam.

A form of electric motor which may advantageously be employed as the operating portion of a relay embodying my invention is shown and described inUnited States Letters'Patent No.. 964,714 granted to -me on July 19th, 1910. p

1 will describe a relay embodying my invention, together with its application in a signaling system, and then point out the novel features thereoffin claims. 5

In the accompanying drawings, Figure 1 is a view partly in perspective and partly in diagram of a relay operable by alter-.

nating current and embodying my invention. Fig. 2 is a detail view showing a modification of the device controlled by the relay shown in Fig. 1. Fig. 3 is a diagrammatic View showing a portion of an electric railway with a signaling system applied thereto including relays embodying my invention.

Similar reference characters refer to similar parts throughout the several .views.

The electric motor portion of a relay em-' .bodying my invention has been clearly set forth in the above-mentioned patent.

Briefly described,v this motor portion comprises a rotating armature D of non-magneticmetal mounted between the faces of two oppositely arranged magnets B and G each having at least two sets of pole-pieces, as for example,

I) and 0; and b and 0 one of the pole pieces, as b of one magnet acting in conjunction with the corresponding pole piece 0 of the other magnet to produce a turning torque on the armature D in one direction,

while at the same time the other pair of corresponding pole pieces, as 6 0 neutralize each other and thus produce no turning torque on the armature D. Upon a reversal of the direction of flow of alternating current of the same frequency in the windings of either of the magnets, the relations of the effects of the pole-pieces are so changed that those which first acted to pro-- duce a turning torque on the armature now act to neutralize each other, while. those which first acted to neutralize each other now co-act to produce a turning torque on the armature, but in an opposite or reverse direction.

In my present invention, I have taken advantage of the reverse rotations of the armature D to perform work. Referring to Fig. 1, I have shown a shaft (l, upon which i is mounted the armature D, provided with a gear 01 which meshes with a segmentalgear or rack d which is suitably pivoted on a base A and has an extension or arm (1* which may operate one member of a circuit controller E or other device for opening or closing or varying the resistance, either ohmic or inductive, of an electric circuit, and an armd carrying a counterweight" The rotation of the armature in eitheii 'direction will operate the arm d though in one direction the counterweight assists the armature in moving the arm d If desired,

therefore, the armature D may operate to move the arm d to operate the circuit con troller to close a circuit, and in so doing raise thecounterweight d so that it tends always to move the arm d to operate the circuit controller to open the circuit. If, for any reason, alternating current is prevented from flowing in the winding of either of the magnets B or G, there will be no turning torque exerted on the armature D and therefore the counterweight will act to move the armature D in a reverse direction to actuate the circuit controller and cause it to open the circuit. If desired the counterweight may he dispensed with and the segment or rack (Z so arranged as to tend, norto the cylinder, and

held in a clean or molly, to move in e directionto open the circuit controller or armature in moving controller,

In Fig. l hvie reels *2 eri'zingel to o, trolling the supply of cylinder contsin zihly connected. a t/i1 some de 'ice or part which it is desired to move (as for example coi'intcrweigh' r or." arm. loceicd in a trccl' v some conditions brain power system of cars traveling iii-on way), A spring di acts to slwuys soul; the valve to out-oil the supply of compress air from the pipe the valve is moved against the action of the spring to admit air inst the action oi the wzi the segment or on valve 11, con compressed air to a piston which is under t-he'iniluence of the sc incn't or ruck 4& when moved by the :11:

lure D of the motor. It will he shat the rotation of she armature D in one direction unseets ihe valve and a rotation in a reverse direction, either under the influence of alternating currents in the magnets B, C, or by gravity, portraits the spring of Sci-Li the valve to shut oil the compressed air supply and open the cylinder to the exhaust al The form of relay which have hereinhefore'descrihed may he used to advantage in signaling systems for railways, where it ,may act to control a signal circuit, or it may act directly upon movable parts of signaling apparatus, such semaphore signals, switch-rails, valves for cont-rolling the supply and exhaust of compressed eir'to cylin ders and pistons "which in turn are used to move semaphore trip-arms, etc. The rotation of the armature in one direction under the influence of alternating currents in the niagi'iets l3 and C maybe availed of to cause a signal :1 ilience or part to he safety position, so that if, for any reason, one ofihe magnets is deprived ofcuri'ent, or alternetin cur rent of an opposite polarity should how in the windings of one of the magnets B, C, and he of suflicient strength, a. reersc or (life current.

requcncy of used in the the alternat- 1. a low rezronsm:

it, to close the circuit )ll of my system or generator for the cor-propulsion current, as these are so well understood in the art s not to require further illustration or description in such vstems it is usual to employ one or looth oi the tracl: rails of the railway in "the return pcth for th cur propulsion. current. In 3 .l have shown, dii gramniaticully, reuctunce hon, located at the ends of the block sections by a conduct It for coi'iducting the pulsion currl around inslsiteil joints 9 placed in the truck rails, and thus use both of the tin l; rails in the return circuit for" the our propulsion current. The construction of the rcuctsnce bonds ll w"'ch are preferably used illustrated and described in United States Patent No, 838.916 granted to Louis H. Thullen, on the 18th day of December,

The railway G is divided into block seccur protions by means of insulated joinis y -:Ll in both oi the lines of rails. At the out we the signaling current is supplied to the track rails of the truck circuit by means of transformers T, T etc, located about the middle of each block section and having their secondary windin s connected with the opposite lines of truck rails and their primary winding across feeder mains s ,s' which exiond along the line of railway and are connected with an alternating current generator. At each end of the block section I locate 1 role y device which may con veniently he of the form shown in Fig. 1. The winding of one magnet (either B or C) is connected across ihc track rails, while the wind ing of the other magnet is connected with the line conductors s .9 directly, or through a transformer U having coils of any desired ratio, The armature l) of each motor will open to through suitable gearing a movable contact a; of 1 circuit controller, the fixed contact of which is designated :0 The conw, c of the two relays in each block section are in series ci [ill and in this circuit there is included mmelectromagnetic device of the signal :ing mechanism which is well undo" m. the art. hen there is no train. or ill any block section, the alternating curw flowing in the track rails thereof one "the windings of the magnets of the l" connected with the track mils, and as the a other windings of the the signaling circuit, thus holding the signal in its clear or safety position of in- "dication. As soon as a car or train enters a block section the alternating signaling current in the track rails is shunted by the wheels and axles thereof from the winding of the .relaywhich is connected with the track rails of that block section, ,thus permitting the armature D to be rotated in the reverse direction under the influence of gravity and thus operate the movable contact w of the circuit controller to open the circuit controller and permit the signal to move to danger posit on, This shunting actlon by vthe car or train w1ll continue so long as a car or train is in the block section I and the winding of either or both of the relays connected with the track rails will be shunted, so'that the signal will remain at danger position. As soon as the car or train leaves the block section the alternating signaling current again flows through the windings of the magnets of the relay connected with the track rails and the signal will be again moved to indicate clear, or

' safety.

The transformers I in adjacent block sections areso connected with the track rails of the block sections that at any one instant the polarity of the signaling current inthe'rail's at the endsof the block sections will be opposite. (This is indicated in the drawings by the usual plus and minus signs). It will be seen, therefore,that the alternating signaling current in the track rails of any one block section has a definite direction of flow, and that the alternating signaling current in the" adjacent block section has an opposite direction of flow-so that if, for any reason (as for example the breaking down of one or both of the insulated joints between two adjacent block sections) the signaling current of one block section flows into the track rails of the adjacent block section and into the winding of the relay magnet connected with the track rails of that'block section, the direction of flow will be opposite to that of the signaling current in the said block section. If this leakage current is of sufiicient strength, it will cause i a shifting of the polarity of the ends ofthe pole piecesgn diacent the armature D, in the manner hereihire???set forth, and will wcause-a reverse rotation of the armature D to open the signalcircuit and therefore permit the railway signal to indicate the dangerous condition of the signaling system.

A relay embodying my invention will respond by rotation of its armature D only when both of the magnets are energized by alternating currents of the same frequency.

By reaso'n of the two or'more sets of pole pieces of each magnet alternating currents oi" diiferent frequencies flowing in the coils will have no turning torque on the armature. This will-be better understood by a reference to Fig. 1, wherein it will be seen that the copper ferrules on the pole pieces 6' b are arranged to produce a turning torque on the armature D in one dlrectlon, while the copper ferrules on the pole pieces b 29* are arranged to produce a turning torque on the armature D in the reverse or opposite direction. As the windings on these polepieces are in series, it is apparent that any unwarranted alternating current flowing in these windings will have no effect to produce turning torque on the armature D. lVhen therefore a relay embodying my invention as herein described is used on electric railways employing alternating current for car propulsion purposes, the signaling current and the car propulsion current being of different frequencies, even should the alternating car propulsion current flow through the magnet winding connected with the track rails, it would have no effective turning torque on the armature D because it would not be of the same frequency as the alternating signaling current in the opposite magnet winding.

Having thus described my invention, I claim:

1. In an alternating current relay, the combination with a rotatable non-magnetic metal armature, a pair of magnets each hav ing a plurality of pole-pieces arranged on opposite sides of said armature, means comprising a winding for each magnet for causing co-acting polarization of certain of the pole-pieces of both magnets to produce a turning torque on the armature in one di..

rection upon a flow of alternating current in one direction in said windings and a coacting polarization of said other pole-pieces of both magnets to produce a turning torque on the armature in a reverse direction upon a change in direction of a flow of alternating current in either of the windings, and means operated upon reverse rotations of the armature for producing mechanical.

movement.

2. In an alternating current relay, the

combination with a rotatable non-magnet c metal armature a pair'of magnets each having a plurality of pole-pieces arranged on opposite sides of said armature, means comprising'a winding for each magnet for causing co-acting polarization ofcertain of the pole-pieces of both magnets to produce a turning torque on the armaturein one direction upon a fiow of alternatingcurrent 111 one directlon in said windingsand a co-acting polarization of certain other:

pole-piecesof both magnets to produce a In testimonv W Jereof, I have signed my mama ("0 fins #1011, 111 the presence nes turning torque on the armature in a, reverse direction upon a change in direction 0,. flow I of alternating current in either of (1:9 \Vill(1 J ings, a pinion secured to said armature, a.

UTNE.

5 rack engaging said pinion and ope'rai'azt thereby, and a circuit controller operated by said rack. 

